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Kawasaki Ninja H2 SX and Ninja H2 SX SE Announced for U.S. Market: All the Details and Specifications

Emphasizing the “sport” in “sport touring”, the new supercharged Kawasaki Ninja H2 SX and H2 SX SE have relaxed ergonomics, but very serious chassis and engine performance.

Cruise control, heated grips and luggage are all available, so you could commute in relative comfort, and even tour two-up, while feathering a throttle that is capable of unleashing performance never seen in this category before courtesy of the 998cc supercharged inline four engine.

The supercharged engine is dramatically revised from the even sportier Ninja H2 to substantially increase fuel economy and low-to-midrange power. The SE model comes with additional standard equipment such as a TFT LCD meter, LED cornering lights and grip warmers.

The standard H2 SX starts at $19,000 U.S. MSRP, while the H2 SX SE starts at $22,000. The full Kawasaki press release is printed immediately below, and you can follow this link for full features and specifications: Ninja H2 SX.

The Kawasaki Ninja H2™ SX and Ninja H2™ SX SE are the world’s most advanced hypersport motorcycle, derived from the prestigious supercharged Ninja H2™ superbike family pedigree. Blending performance and ultimate real world handling, the new lightweight supercharged sportbike line of Ninja H2 SX motorcycles is sure to continue in the award winning ways of its counterparts, and become the new standard by which the sportbike category is judged.

Kawasaki is once again leading the way in bringing supercharged performance technology to a sportbike and increased functionality for everyday street use. In building the Ninja H2 SX, Kawasaki tuned the engine to provide power where it is most useful, in the low to mid range, With that, we have created one of the most advanced and well-balanced motorcycles in performance, comfort, and efficiency. It is truly Built Beyond Belief.

Developed for the daily applications of today’s sportbike rider, the Ninja H2 SX and Ninja H2 SX SE utilize a balanced supercharged engine that offers optimal output performance in the low to mid RPM range, all while achieving excellent fuel efficiency. This highly refined package has created an unrivaled level of performance and comfort, with agile handling, akin to its superbike counterparts.

This incredible duo shares many of the technologically advanced components of its supercharged hypersport counterparts, but is also refined for everyday street use. The Ninja H2 SX features a 998cc inline four-cylinder engine design, new balanced supercharger, single-sided swingarm, and dog-ring transmission, all new aggressive full fairing bodywork, new passenger friendly trellis frame, and Kawasaki first TFT LCD meter and full LED Lighting.

Kawasaki introduces the 2018 Ninja H2 SX SE motorcycle, a special edition model with many premium technical features as well as different fit and finish options.

The Kawasaki Ninja H2 SX SE features full LED cornering lights. Three lights built into both sides of the fairing are activated by the lean angle of the motorcycle (10o/20o/30o), creating a wider path of light. The SE’s multi-function TFT LCD Color screen enables information to be displayed graphically in two selectable display modes, Touring or Sport. Each of the display modes allows riders to prioritize the information they want to see depending on the kind of riding they are doing at the time.

The Ninja H2 SX SE has some premium performance features that are not found on the base model, such as Kawasaki Launch Control Mode (KLCM) and Kawasaki Quick Shifter (KQS). Kawasaki Launch Control Mode electronically controls the engine to assist riders by optimizing acceleration from a stop, minimizing wheel spin and wheelies. Designed to enhance sportbike performance, Kawasaki Quick Shifter allows for dual direction clutchless shifting. Steel braided brake lines are also incorporated to further enhance the performance of the Ninja H2 SX SE, which ensures a more direct transfer of hydraulic fluid between the piston and caliper, resulting in strong, powerful, and reliable braking performance. The SE model also features an enlarged windscreen to divert wind energy at speed and improve overall ride comfort.

The Ninja H2 SX SE is a beautiful piece of machinery. It is available in Emerald Blaze Green/Metallic Diablo Black, and features two-tone leather/suede seats further enhancing the unique design.

With the addition of the new Ninja H2 SX, and the new components of the Ninja H2 SX SE, the supercharged Ninja H2 family of motorcycles continues to set the bar as some of the most exciting motorcycles available.

Chassis

The Ninja H2 SX shares a trellis frame design similar to that of their Ninja H2 and H2™R counterparts, but it has been completely redesigned for compatibility with passengers and luggage. The new frame has a 430 lb payload. In addition to the increased payload capacity, the wheelbase and rigidity of the frame have also increased to ensure a smooth ride at highway speeds; it also features a 30-degree steering angle side to side to increase low speed maneuverability.

The Ninja H2 SX features a single-sided swingarm, similar to that of the Ninja H2 and Ninja H2R. The swingarm has been lengthened 15mm for improved performance. Designed to be lightweight whilst retaining high rigidity, the angular cross-section swingarm is constructed of forged aluminum.

Engine

While the engine & supercharger of the Ninja H2 SX appear very similar to other models in the Ninja H2 family, it has undergone several significant changes to create a new riding experience for the supercharged machine.

In order to achieve the desired fuel efficiency while maintaining the low to mid rpm performance characteristics of the award winning Ninja H2 platform it was critical to improve the engine’s thermal efficiency by increasing the compression ratio 8.5:1 to11.2:1; this was done by utilizing new cast aluminum pistons with a revised crown design, new cylinder head and cylinder. Also aiding in the pursuit of improved efficiency in street environments the intake and exhaust cam profiles were shortened to match the reduced airflow requirements of every day street riding, while also providing low-to-mid range performance and fuel efficiency. The Ninja H2 SX also features a new supercharger impeller, intake chamber, cams, and exhaust components to create a well balanced engine.

The street specific Ninja H2 SX supercharger design and tuning were developed by Kawasaki Heavy Industries, Ltd. (KHI) showcasing the in-house knowledge of forced induction engine performance. The supercharger’s high efficiency and minimal heat gain meant an intercooler was unnecessary, allowing savings in both weight and space. The supercharger is located centrally, behind the cylinder bank, in the best position to evenly distribute the compressed air to all four cylinders.

The supercharger is driven by a planetary gear train, which runs off the crankshaft. The gear train increases the impeller speed up to 9.2x the crank speed (1.15x step gear with an 8x planetary gear).

To facilitate smooth, quick shifting, a dog-ring-type transmission was selected, with optimal gear ratios for street performance. This is similar to the kind commonly found in MotoGP racing and was developed with feedback from the Kawasaki Racing Team (KRT). The dog-rings are lighter than conventional transmission gears; this type of transmission offers significantly lighter shift effort, facilitating quicker acceleration.

The Ninja H2 SX features a high-quality clutch with assist and slipper function working in unison with its dog-ring transmission. The assist and slipper clutch results in a lighter pull and stronger clamping force during clutch engagement. Additionally, the back-torque limiting slipper function of the clutch contributes to stability by helping to prevent wheel hop during downshifts.

Full Fairing & Relaxed Sporty Riding Position

The sleek full fairing bodywork of the Ninja H2 SX isn’t just for good looks; it also provides some protection to riders from the wind while riding. The ability to design and equip the Ninja H2 SX with a fairing wouldn’t have been possible without the highly efficient engine, that puts off significantly less heat than its Ninja H2 counterparts, all while maintaining the performance and fun that the supercharged Ninja H2 family is known for.

The riding position contributes a great deal to the comfort of a motorcycle, and the Ninja H2 SX has struck the perfect balance between relaxed and sporty riding positions. High-speed performance is difficult to achieve with an upright riding position, but the full fairing of the Ninja H2 SX provides superb wind protection that makes this achievable. The position is comfortable for both in-town riding and long touring, while still enabling the rider to enjoy sporty riding.

Fully Adjustable Suspension

The 43mm KYB front fork of the Ninja H2 SX is fully adjustable for compression and rebound damping as well as preload; the setting chosen for the fork ensures a balance of comfort and sport performance.

A fully adjustable KYB 40mm gas charged rear shock offers improved handling, and contributes to enhanced cornering performance as well. The shock features a piggyback reservoir, ensuring stable damping performance; it can also be adjusted for compression (high & low speed) and rebound damping as well as preload. An indispensable feature for any rider looking for comfort, the remote preload adjuster allows the rider to adjust settings for the bike’s load, on the road without any tools. The top of the rear shock mounts to the swingarm mounting plate, doing away with the need for frame cross members.

The bottom of the rear shock is mounted via a Uni-Trak® linkage and has updated ratios for 2018. The linkage, situated below the swingarm, also mounts to the swingarm mounting plate.

Comfort Designed Seats

The seats of the Ninja H2 SX put comfort at a premium for both the rider and passenger. In fact, the two front seats were designed: a standard Comfort Seat that offers the rider a relaxed knee bend and thicker urethane cushioning; and an accessory low seat (15 mm lower) that allows for shorter reach to the ground. The passenger seat also follows with the theme of maximum comfort; ensuring that everyone enjoys their ride.

Clean Mount Saddlebag System

The mounting system for the accessory saddlebags allows them to be attached and removed very simply, contributing to improved convenience. Seamlessly integrating the saddlebags with the rear of the bike, the clean-mount system positions them close to the bike centerline, which enhances its clean design, ensuring the rear of the bike still looks good with the saddlebags removed.

Full LED Lighting

From headlamp to taillight, all the lights on the Ninja H2 SX – even the license plate bulb – are LED.

High Class Instrumentation

The advanced, high-tech design of the instrumentation conveys the flagship-level quality of the Ninja H2 SX. A full digital LCD screen complements the analogue-style tachometer, enhancing data visibility. Riders are offered two selectable display modes: Touring Mode and Sport Mode, each mode allows them to prioritize the information they want to see depending on the kind of riding they are doing at the time.

Electronic Cruise Control

A first for Kawasaki sportbikes, electronic cruise control improves the overall comfort for those long days on the road. The new cruise control system enables riders to set and maintain their desired speed with the simple press of a button. Once activated, the rider does not have to constantly apply the throttle to maintain speed. The cruise control helps to reduce stress on the rider when traveling long distances, allowing the rider to relax and enjoy cruising, contributing to a high level of riding comfort.

Electronic Rider Assist Functions:

Bosch 5-Axis IMU

Kawasaki proprietary software allows for a sixth axis of measurement

Kawasaki Cornering Management Function

Kawasaki Intelligent anti-lock Brake System (KIBS)

The use of Bosch’s compact IMU allows an additional layer of precision to be added to the already high-level components. The system uses minimal hardware but complex Kawasaki proprietary software. IMU enables inertia along six DOF (degrees of freedom) to be monitored. Acceleration along longitudinal, transverse and vertical axes, plus toll rate and pitch rate are measured. The sixth axis, yaw rate, is calculated by the ECU using Kawasaki original proprietary software developed through World Superbike racing experience. Additional feedback from the IMU gives an even clearer real-time picture of chassis orientation, as it combines chassis orientation information with real time monitoring of the rider’s movements.

KTRC (Kawasaki TRaction Control)

The Kawasaki TRaction Control (KTRC) featured on the Ninja H2 SX has three modes for riders to choose from that enable optimal performance for a wide range of riding conditions, offering either enhanced sport touring performance or the peace of mind under certain conditions to negotiate a variety of surfaces with confidence. Kawasaki’s advanced modeling software, complemented by feedback from the IMU, delivers this one of a kind precise control, making it a motorcycle that is truly Built Beyond Belief.

KIBS (Kawasaki Intelligent Anti-lock Brake System)

Kawasaki’s supersport-style ABS is standard equipment on the Ninja H2 SX motorcycle. This is based on the same system used on the Ninja® ZX™-10R sportbike, with programming and settings revised to suit the performance parameters of both the sport and sporttouring category. High-precision brake pressure control enables the system to avoid reduced brake performance due to excessive pressure drops, allows lever feel to be maintained when KIBS is active, and helps ensure ABS pulses feel smooth (not heavy).

Kawasaki Engine Brake Control

The Kawasaki Engine Braking Control system allows Ninja H2 SX riders to set the level of engine braking according to preference.

Adjustable Power Modes

Riders can set power delivery to suit conditions and/or preference, choosing from Full, Middle (75% power), and Low (50% power).

I wonder how it compares in the real world to a Motus. A rather high tech sport tourer next to a decidedly low tech one of similar weight. I think it would be a safe bet to say that the Motus would certainly last a whole lot longer.

I don’t wholly buy your last statement at least without actual supporting data. The H2 SX engine is based on one that has been absolutely flogged to death by squids, racers, and insanely modified for 3 years. And superchargers are over 100 years old.

Honey, look what I bought. It’s for both of us. Now, we can get to your sisters house in half the time. What? No, I traded our FJR for this. Huh? Sleep with it in the garage? I guess I’ll just go for a ride then. Bye.

I think it is great. It is actually a sport bike that you can tour on. Most of the so called sport tourer are 100 lbs heavier with less power. There is room in the world for a sport tourer that emphasizes the sportime part of the equation.

I’ve been riding an FJR since 2004. I don’t find it boring at all, especially for longer-distance rides. One bike can never do it all. The FJR for no-stress, fast, comfortable touring (both solo and 2-up) and the old Duc for 1-2 hour “re-live my youth” rides.

I had a sit on this at a show. The reach to the bars will rule it out for shorter riders as an “all day bike”. The bend in the knee might cause a problem for taller riders too.
A bit like the VFR Hondas, too sporty to be comfortable – but not really sporty either.

I think it will make a terrific 4 hour bike, after that I suspect pain will creep in.

As usual there is no adjustment for riders of different heights. However, I really like it and would put it on my list, if I thought I could ride it for 7 to 8 hours.

The H2 SX/SE is a motorcycle, not the end of Western Civilization. It’s also not a Goldwing, a VFR1200, a GSXR 1300, a ZX-14, a Dyna Wide Glide, or an FJR1300. If you want to justify your bike purchase to the group, then that’s cool, but why bash this bike? That’s stupid.

Speaking of Hero Motorcycles, (how’s that for a segue?), during this past weekend’s golf tournament, they kept showing commercials for Hero Motorcycles, and a graphic that read, I believe, “Coming to the US in 2019). Out of curiosity, I checked their website and it says nothing. Anyone know anything?

Hero MCs are small like most everything else in India. I was interested in what they were pedaling too. They might get up to 400cc if even that. Watched a U tube video of an owner who in less than a year and a few 1,000 miles of use was telling me all the imperfections of his new bike.

Those do no look like “relaxed ergonomics” to me. Relaxed in comparison to what – a ZX-10R? OTOH, it is a 200 HP sport bike, so maybe you don’t want to be too relaxed. Closer to a replacement for the ZX-14 than the Concours 14, I think. Maybe they’ll release a real sport-touring version eventually.

This thing is quite something. It’s a supercharged bike that going to have a dealer support and be able to do just about anything a road bike could be asked to.
I’ve two small kids in the house, so this is way off limits for a while. But this is what a big Kawasaki is all about. We were well looked after with the zzr1400, but this thing is like sci-fi becomes reality.
It’ll tour (yes it will) and most likely run with the superbikes just about anywhere. Do you think you look silly contorted on a modern open-class superbike? You probably do.
I remember all the fuss about the VFR1200 and how we were all going to sit up and take notice. That was a wet blanket in terms of styling, practicality and performance. This thing will absolutely murder it, and ‘busas as well.

I like the bike,but as a 2016 ZX14R owner I must say, the pricing is way out of my motorcycle budget.Why not get a 14 and put some helibars on and save $5000 or more with discounts.You can get a ZX14 for $12700 OTD.My prediction is that the bike will not sell well and prices will drop until discontinued next year.

While basically the same speed and power, the regular H2 also sounds like a Tasmanian Devil to the 14’s comfortable teddy bear.

Aside from that, I suspect in many ways the 14 is the “better” bike. No way any al dente trellis frame, braces the steering head as rigidly as the monocoque the 14 uses. Hard on the brakes from high speed, I’d be surprised if the new bike is as composed as the 14. But designing and updating tooling for a new monocoque, is expensive up front, while a robovelded trellis of standard tubes, can be modified much simpler, cheaper and more often as fashions change. Which they seem to do at an ever accelerating pace in the motorcycle world these days. Also, while all the rage, and what enables cheap cruise control and other features, I find it very unlikely that anyone can create a RBW throttle as alive and wonderful as the one on the 14R, 636 and other Kawis.

Biggest 14R issue is, without cruise control, I just don’t see how anyone can ride it for any amount of time, without going straight to jail.

Cycle World online has a nice picture of the H2 SX steel frame around its steering head . Its heavily gusseted there and uses the motor as a stressed member of the frame . Probably as strong or stronger than the 14R’s .It could be lighter also .
And who would deprive themselves of twisting this killers throttle to use cruise control . The cruise control is not needed and besides its for the limp wristed crowd .

Man what a bunch of pansies!!! When I started riding we had bungee cords and bag, lucky sometimes to make it anywhere without rebuilding the bike on the side of the road. NOW cruise control is a deal breaker. Bring back the days when men were men and sheep were scared!!!

Lol… Guess you are still using the well and outhouse. How in the heck did you get your message printed on here..surely not on a smart phone or computer? Oh I know… Messenger pigeon sent to Dirck’s office

Ride from say Ohio to California and back and tell me a crusie control wouldn’t come in handy in Texas, or Utah, or Kansas. Then again maybe this bike isn’t meant to be ridden that far.

Come on its a twist throttle for crying out loud .
Even the most girlish hand should have no problem operating the throttle indefinitely. It should be enjoyable to operate the throttle. Do you just want to be along for the ride.

This is a great looking bike designed mostly for one up riding. Like most sport bikes there is an accommodation for two, but this bike was never designed to string together multiple 400-600 mile days two up…or one up for that matter.

Pre-ordering for this bike is already taking place. Get yours in early.

I would deal with it! If I had the $19k for one, that is. Total madness in a bike I could use everyday… there’s nothing not to like.

And… I would try like mad to string together multiple multi-hundred mile days on one!

Love the looks, love the craziness of a supercharged liter engine, love the semi-relaxed sportbike posture, and I wouldn’t even complain about the gizmos my base model would be missing, because I’d be having WAY too much fun to care!

Biggest downside as I see it, is collapsing funding levels for police pension plans, along with pervasive built in nav systems leading 10x the earlier number of motorists to dare venturing out on backroads; having rendered speed enforcement infinitely more draconian now, than back when the Blackbird et al ruled the roost as fast sport tourers. Per specs, this is basically a 14R, as far as pace is concerned. And that thing is quite a bit overspecced for US speed limits if enforced strictly, to say the least.

Way more bike for way less than a Motus. Still less than a Gold Wing. Better street bike than an R1, ZX10, GSXR. My favorites this year are the 400 Ninja and the Honda naked 1000 and could probably buy both for less money.

Amen,vcyclenut! It is the PERFECT bike for my riding style. I’ve ridden 14s for 10 years (love them) and wanted to switch to an H2 but didn’t want the riding position. Kaw answered my prayers. A more comfortable H2. Wow! A good ECU flash and tune will really unleash this beast. Let the curve killin’ begin….and in total comfort. Life is great!

Impressions and information from sitting on the H2SX at the New York motorcycle show: Standard (taller) seat is very comfy, feels gel-like. Shorter seat option is less soft, but allowed me to flat foot both feet (I’m 5’9”). H2SX seating position feels like Kawasaki’s ZX11 (sold in U.S. from 1990-2001) but more comfortable with higher and closer handle bars, and foot pegs that are lower and more forward. Feels similar in weight to current ZX14R. Kawasaki staff inserted ignition key and showed TFT dash. Cool feature: dash shows angle of bike (yaw, pitch, roll). Staff who have ridden the bike say supercharger is very smooth and refined versus the huge hit supplied by the H2. H2SX will be produced on regular assembly lines in Akashi, versus hand-built line for H2. Bike does not replace either ZX14R or Concours 14, but is an additional model in Kawasaki’s lineup.

I don’t believe this for a second. Euro 4 has already killed the C14 in Europe, there is no 2018 model. I suspect the 14r is not far behind. But corporate needs to tow the line and sell existing inventory.

That pillion looks like she is about to go over the back of the rider if he unexpectedly hit’s the picks hard. I’d hate to perched up in that uncomfortable position for more than a minute, looks like a single seater bike for sure. No pillion hands grips by the look of the rider tummy squeeze technique.

Now that we have the technology let’s consider a 250 to 500cc supercharged twin. Plenty of power without too much weight. The same engine could be in several forms-cruiser,adventure, sport,and touring.

$19-22k… Seems like a lot of bike for a lot of money, but also makes me think a Motus is a good deal. All the motor without all the complicated blowers, electronics, etc. Not as many nice features, but simple as a rock..

I’ve been behind a few regular H2s taking off, and the sound alone is almost worth the price of entry. They have that intense Kawasaki growl/wail/tear-the-spacetime-fabric-apart sound over a much greater rpm range than NA bikes. I bet this one will be one heck of an exciting motor to tour fast on, unless the fuel economy tuning has neutered it _a_lot_ compared to the regular H2.

Look at the picture of the seat. It’s pretty darned comfy looking for this class of bike. It’s not a Goldwing with a reclining backrest, adjustable lumbar support, massage, heat and armrests; but neither is this bike marketed to the Goldwing crowd.

The ergos look fairly relaxed for a 200HP hyperbike as well. VFR/CBR1100XX-esque. Less forward lean and more legroom than the ZX14R. Honestly not sure if I personally like that, as I find the 14 about as comfortable as a taughtly suspended sporty bike can possibly get. But not everyone has incompatibility issues between their lower back and upright seating. This ting looks like a big VFR with a rocket engine and NASA levels of technology. Kind of what People have been begging Honda to build for the past two decades……

Pricewise, although not out of line for what you get, I do think Kawasaki has about $5K more to shave off, before they can claim all that much general relevance for their supercharging technology. Above $15K, bikes start losing some of their traditional egalitarian, carefree, unifying charm; and instead start becoming luxury adornments to obsess over payments and resale values for. At least in the US. In Northern Europe, the heartland of this kind of Autobahn-to-Alpine-passes do-it-all sport tourers, things may be different.

Comfy seat or not, it’s clear that there are few concessions made to passenger comfort and safety on this bike. The picture of the female passenger perched well above the driver looks precarious at best. It’s one thing to do this kind of two-up riding while toddling around the roads of Daytona, quite another thing to maintain this posture at speed on open highways through mountainous terrain – gimme a break. My feeling is that Kawasaki’s attempt to repackage the H2R as a sport tourer has not been fully sorted in concept or execution and a rework of the entire layout of the motorcycle is required if it is to serve a useful purpose in this niche.

I think that’s what they’re going for. For now, I think they want to position this and their supercharger tech at a high level in attempt to bring themselves to put Kawasaki on more even footing with Ducati, BMW, KTM and some of the other brands that can attract the premium (wealthy’s) dollar. A way to broaden their portfolio, if you will..